Train of passenger-cars.



L. NEWMAN.

TRAIN 0F PASSENGER CARS.

APPLICATION FILED SEPT. 15. 1912.

1,1 14,906. Patented Oct. 27, 1914.

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L. NEWMAN.

TRAIN OF PASRENGEH ("ARS.

APPLICATION FILED SEPT. 15. 1912.

Patented 0013.27, 1914.

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LO-UIS NEWMAN, OF CHICAGO, ILLINOIS.

TRAIN 0F PASSENGER-CARS.

Specification of Letters Patent.

Patented Oct. 2'7, 1914.

Application filed September 15, 1918. Serial No. 789,800.

To all whom it may concern:

Be it known that I, LOUIS NEWMAN, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illmois, have invented certain new and use ful Improvements in Trains of Passen er- Cars, of which the following is a speci cation.

My invention relates in general to trains of passenger cars and moreparticularly to trams of cars adapted for use upon elevated railways, subways and to other trains making stops too frequently to permit the collection of tickets and the like from the passengers between stations.

Prior to m invention it has been the custom upon eevated railways and the like to provide a guard at each pair of connected ends of the cars to open the doors for the exit and entrance of passengers, the tickets 4 two end cars 7 preferably have no entrances orexits opening directly upon the platform, the passengers entering and leaving them or fares being collected within each station before the passenger is permitted upon the platform. This ias required that guards or door-keepers be provided in number only one less than the number of cars forming the train. It has necessitated also that a ticket or fare taker be provided at each station to receive the money and tickets of the passengers as they are admitted to the platform.

It is a principal object of.the present invention to provide a train of cars which will n ientrance 10 is provided a cage or railed-off portion 12 in which a single guard for the three cars may be stationed. lVithin the require no gate-keeper for the platform and will reduce the number of guards required for the operation of the train to a minimum, effecting thereby a material saving in the cost of operating the road.

The trains employed prior to my invention have had a further disadvantage in that the passengers have left the cars and entered them through the same doors. This has caused much confusion and annoyance both to the guards and to the passengers themselves and has resulted in delaying the train as all of the passengers departing from the car must beupon the platform before the first passenger boarding the car can be admitted. My invention aims to overcome this disadvantage'by causing the passengers to enter the car at a different point from that through which they depart so that passengers may be entering and leaving the train simultaneously and without crowding each other.

Other objects and advantages of the invention will be apparent as it is better understood from the following description, when taken in connection with the accompanying drawing illustrating a preferred embodiment thereof.

On the drawing, Figure 1 a horizontal section through a train unit embodying my invention when the train is standing at a station; Fig. 2 is a vertical section taken on the line 22 of Fig. 1, and Fig. 3 1s an enlarged horizontal section of the central car of the train unit.

For the purpose of illustrating my invention I have shown the same embodied in a three-car train or train unit of the general v type employed on elevated railways. The train may be composed of a single unit or of a any desired number of units. In the present linstance the train is shown as stopping at the platform 6 of an elevated station. The

through the center car 8, as will be later def scribed, and to this end wide communicating I doorways 9 are provided at the connected ends of the cars 'formin the train or train unit. The center car 8 has three doorways opening upon the platform, as shown in the @drawings, the center one 10 being an entrance and the two end ones 11 exits.

Within the center car 8 and opposite the entrance 10 and extending across the car are provided rails 13 which direct the passengers to the guard as they enter the train. As

this is the only entrance provided for the train or train unit all of the passengers must pass close to the guard in entering, who I therefore can readily collect the fares. The exits 11 are located adjacent the ends of the center car where they are readily accessible to the passengers of all three cars. The three doorways of the center car are each provided with suitable doors, all under the control of the guard stationed in the cage or railed-oil portion 12. In the present instance these doors are of the well-known collapsible type, those 14 of the exits 11 opening outwardly and those 15 of the entrance 10 opening inwardly. As shown in Fig. 3 three switches 16, one for each door, are provided in the guards cage to control the 2 iaiaeoe opening and closing of these doors through suitable electric motors and actuating mech anisms, indicated generally at 17. On the front of the guards cage 12 is pivoted a swinging bar or door 18 adapted to be connected to either of the rails 13 to direct the passengers toward a desired end of. the train.

f a bar be used it may merely drop down out of the way against the front or the guards cage or if a door be used it may close back against the front of the cage, as indicated at 19, to make both ends of the train freely accessible. As the guard is stationed at the center of the car 8 he is in a position tosee the entrance 10 and both exits 11 and is able to close each of the doors 1d and 15 as the assengers stop passing therethrough.

At t 1e outer ends of the cars 7 are preferably provided doors 20, which may be used either to communicate with other train units or as emergency exits to permit the passengers to leave the ends of the trains in case of accident. 7

Upon the platform is preferably provided a pair of railed inclosures 21 each having aplurality of exit turnstiles 22. These inclosures are soarranged that one is disposed at each exit 11 when the train stops at the station. The passengers leaving the train must then enter the inclosures and pass out through the turnstiles 22 which prevent their passengers from entering the train through the exits 11. llhe course of the entering passengers is indicated by the arrows a and the course of the alighting passengers by the arrows b. It will be noted that the stream of passengers enters by the entrance 10 and divides toward each end of the train as it passes the guard. In leaving the train the passengers may leave through the nearest exit 11 and pass out of the turnstiles onto the platform. This arrangement not only obviatesthe necessity of providing a ticket takerand a guard for each end of the central car, as have heretofore been necessary, but it also obviates the necessity of causing the passengers desirous of entering the train to wait until all of the passengers alighting at the station are upon the platform.

It is thought that the invention and many of its attendant advantages will be understood from the foregoing without further description and it is obvious that various changes may be made in the arrangement and form of the cars without departing from the spirit or scope of the invention or sacrificing any of its advantages, the form hereinbefore disclosed being merely a preferred embodiment thereof.

it claim: v

1. A passenger train composed of one or more units, each of said units comprising three connected cars communicating with each other, one of said cars being provided -three connected cars communicating with an entrance and exits for all of said cars forming the unit.

2. A passenger train composed of one or more units, each of said units comprising a plurality of connected cars communicating with each other, one of said cars having a single entrance and a plurality of exits for all of the cars.

3. A passenger train composed of one or more units, each of said units comprising three or more connected cars communicating with each other, one of said cars being provided with an entrance for all of the cars forming said unit.

A. A passenger train composed of one or more units, each of said units comprising three connected cars communicating with each other, the center one of which is pro vided with an entrance, and a plurality of exits for all of the cars.

5. A passenger train composed of one or more units, each of said units comprising with each other, the center car being provided at its center with an entrance for all of the cars and an exit at each end for the end car at that end of the train and for the adjacent end of the center car.

6. A passenger train comprising one or more train units, .each unit composed of three cars, the intermediate one of which is provided with end exits and an entrance in its side between said exits, the other two of said cars communicating with the intermediate car at its ends, whereby the unit is served through a single entrance.

7. A passenger train comprising one or more train units, each such unit composed of three cars, a single entrance for serving all of said cars, said entrance being provided in the side of the middle car of the unit, the other cars communicating with the intermediate car at its ends and the latter being provided with side exits near its ends 8. A passenger train comprising one or more train units, each such unit composed of three cars, one of said units having a sins gle entrance provided in the side of the central car of the unit and said unit having also a lurality of side exits arr-an ed adjacent the coupled ends of the cars orming the unit.

9. The combinationof a train comprising one or more units formed of communicating cars, one of said cars having a single central entrance for the unit and said unit being provided with an exit adjacent the coupled ends of two cars forming the same, and means for preventin passengers from enter ing the train throug said exit.

10. The combination of a train composed of one or more units, each consisting of communicating cars, one of said cars being provided with a single entrance t'orall of the cars and having an exit at each end for itself and for the car next adjacent said end, and means for preventing assengers from entering the train through t e exits.

11. The combination of a train composed of one or more units, each consisting of communicating cars, one of said cars being provided with a single entrance and a plurality of exits for all of the cars, and a closure for each exit provided with an exitturnstile and fixed upon the station latform in position to prevent assengers rom entering the train through t e exit.

12. A passenger car having a centrally disposed entrance i one of its sides, memhers setting off a space within said entrance and forming a passageway adjacent the side of the car remote from said entrance from said set off s ace to either end of the car, a guard cage ocated opposite said entrance and facing said passageway, and means for directing passengers past said guard cage toward a desired end of the car.

13. The combination of a train unit of communicating cars provided with a single entrance for all the cars and having a plurality of exits, doors for all exits and said entrance and means for preventing the passengers from enterin the train through the exits when all said 0 osures are open.

14. The combination of a train composed of one or more units, each of said units being provided with a single entrance for serving all the cars of said unit and exits adjacent the coupled ends of the cars forming the unit, and means for preventing passengers from entering the train through the exits.

' LOUIS NEWMAN.

Witnesses:

J. C. CARPENTER, M. A. Kmnm. 

